Side-by-side vehicle

ABSTRACT

A vehicle may include a CVT unit or a power source which requires ambient air. An air inlet for an air intake system coupled to the CVT unit or the power source which requires ambient air may be provided in a side of a cargo carrying portion of the vehicle. The vehicle may include a rear radius arm suspension.

RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.15/159,561, filed May 19, 2016, titled SIDE-BY-SIDE VEHICLE, docketPLR-15-24357.02P-03-US-e which is a continuation of U.S. patentapplication Ser. No. 14/565,193, filed Dec. 9, 2014, titled SIDE-BY-SIDEVEHICLE, docket PLR-15-24357.02P-02-US-e which a continuation of U.S.patent application Ser. No. 14/225,208, filed Mar. 25, 2014, titledSIDE-BY-SIDE VEHICLE, docket PLR-06-24357.02P-01-US-e which is adivisional application of U.S. patent application Ser. No. 12/849,516,now U.S. Pat. No. 8,746,719, filed Aug. 3, 2010, titled SIDE-BY-SIDEVEHICLE, docket PLR-06-24357.02P, the entire disclosures of which areexpressly incorporated by reference herein.

FIELD OF THE INVENTION

The present invention relates generally to a vehicle and in particularto a vehicle having side-by-side seating.

BACKGROUND AND SUMMARY OF THE INVENTION

Side-by-side vehicles are known. The present disclosure relates tovehicles, including utility vehicles. The present disclosure relates toair handling systems for vehicles. The present disclosure relates tosuspension systems for vehicles.

In exemplary embodiment of the present disclosure, a vehicle isprovided. The vehicle, comprising a frame; a plurality of groundengaging members supporting the frame; a power source supported by theframe and operatively coupled to at least one of the plurality of groundengaging members to propel the vehicle; an operator area supported bythe frame, the operator area including seating and operator controls; arear drive unit supported by the frame and positioned rearward of theoperator area; and a first rear suspension system moveably coupling thefirst ground engaging member to the frame. The rear drive beingoperatively coupled to the power source and operatively coupled to atleast a first ground engaging member positioned rearward of the operatorarea through a drive shaft to transfer power received from the powersource to the first ground engaging member. The first rear suspensionsystem including a control arm moveably coupled to the frame at alocation rearward of the drive shaft connecting the rear drive unit andthe first ground engaging member and between a plane passing through afirst laterally extending end of the rear drive unit and a centerlinelongitudinal plane of the vehicle. The plane being parallel to thecenterline longitudinal plane of the vehicle. In one example, the firstrear suspension includes a second control arm moveably coupled to theframe at a second location rearward of the drive shaft connecting therear drive unit and the first ground engaging member and between theplane passing through the first laterally extending end of the reardrive unit and the centerline longitudinal plane of the vehicle. In avariation thereof, the control arm and the second control arm arecoupled to a bearing carrier which is coupled to the first groundengaging member, the bearing carrier including an opening through whichthe drive shaft is operatively coupled to the first ground engagingmember. In a further variation thereof, the first rear suspensionincludes a radius arm coupled to the frame at a third location forwardof the rear drive unit and coupled to the bearing carrier. The thirdlocation may be forward of the power source. The third location may beunder the seating of the operator area. In another variation thereof,the first rear suspension includes a dampening member having a first endcoupled to the radius arm at a fourth location and a second end coupledto the frame at a fifth location, the fifth location being forward ofthe fourth location and closer to the longitudinal centerline plane thanthe fourth location. In another example, the vehicle further comprises afront drive unit supported by the frame and positioned forward of theoperator area. The front drive being operatively coupled to the powersource and operatively coupled to at least a second ground engagingmember positioned forward of the operator area to transfer powerreceived from the power source to the second ground engaging member.

In another exemplary embodiment of the present disclosure, a vehicle isprovided. The vehicle comprising a frame; a plurality of ground engagingmembers supporting the frame; a power source supported by the frame andoperatively coupled to at least one of the plurality of ground engagingmembers to propel the vehicle; an operator area supported by the frame,the operator area including seating and operator controls; a rear driveunit supported by the frame and positioned rearward of the operatorarea, the rear drive being operatively coupled to the power source andoperatively coupled to at least a first ground engaging memberpositioned rearward of the operator area through a drive shaft totransfer power received from the power source to the first groundengaging member; and a first rear suspension system moveably couplingthe first ground engaging member to the frame. The first rear suspensionsystem including a control arm coupled to the frame at a rear face ofthe frame. The control arm being unobscured by the frame from a viewingdirection which is perpendicular to a centerline longitudinal plane ofthe vehicle and rearward of the vehicle. In one example, the rear faceof the vehicle is a flat surface. In another example, the first rearsuspension includes a second control arm moveably coupled to the rearface of the frame at a second location the second control arm beingunobscured by the frame from the viewing direction which isperpendicular to a centerline longitudinal plane of the vehicle andrearward of the vehicle. In a variation thereof, the control arm and thesecond control arm are coupled to a bearing carrier which is coupled tothe first ground engaging member. The bearing carrier including anopening through which a drive shaft is operatively coupled to the firstground engaging member. The first rear suspension may include a radiusarm coupled to the frame at a third location forward of the power sourceand coupled to the bearing carrier. The third location may be under theseating of the operator area. The first rear suspension includes adampening member having a first end coupled to the radius arm at afourth location and a second end coupled to the frame at a fifthlocation. The fifth location being forward of the fourth location andcloser to the longitudinal centerline plane than the fourth location. Inanother example, the vehicle further comprises a front drive unitsupported by the frame and positioned forward of the operator area, thefront drive being operatively coupled to the power source andoperatively coupled to at least a second ground engaging memberpositioned forward of the operator area to transfer power received fromthe power source to the second ground engaging member.

In another exemplary embodiment of the present disclosure, a vehicle isprovided. The vehicle comprising a frame; a plurality of ground engagingmembers supporting the frame; a power source supported by the frame andoperatively coupled to at least one of the plurality of ground engagingmembers to propel the vehicle; an operator area supported by the frame,the operator area including seating and operator controls; a rear driveunit supported by the frame and positioned rearward of the operatorarea. The rear drive being operatively coupled to the power source andoperatively coupled to a first ground engaging member positionedrearward of the operator area through a first drive shaft to transferpower received from the power source to the first ground engaging memberand to a second ground engaging member positioned rearward of theoperator area through a second drive shaft to transfer power receivedfrom the power source to the second ground engaging member. The firstground engaging member being positioned on a first side of a verticalcenterline longitudinal plane of the vehicle and the second groundengaging member being positioned on a second side of the verticalcenterline longitudinal plane of the vehicle. The vehicle furthercomprising a first rear suspension system moveably coupling the firstground engaging member to the frame. The first rear suspension systemincluding a first radius arm coupled to the first ground engaging memberand coupled to the frame at a first location forward of the first groundengaging member, a first control arm coupled to the first groundengaging member and to the frame; and a first dampening member coupledto the first radius arm and to the frame. The vehicle further comprisinga second rear suspension system moveably coupling the second groundengaging member to the frame. The second rear suspension systemincluding a second radius arm coupled to the second ground engagingmember and coupled to the frame at a second location forward of thesecond ground engaging member, a second control arm coupled to thesecond ground engaging member and to the frame; and a second dampeningmember coupled to the second radius arm and to the frame. The vehiclefurther comprising a sway bar coupling the first rear suspension to thesecond rear suspension, the sway bar being coupled to the frame at alocation forward of the power source. In one example, the location atwhich the sway bar is coupled to the frame is rearward of the firstlocation and the second location. In another example, the sway bar iscoupled to the first radius arm through a first link and the sway bar iscoupled to the second radius arm through a second link. In a variationthereof, the location at which the sway bar is coupled to the frame isrearward of the first location and the second location. In anotherexample, the first control arm is coupled to the frame at a fourthlocation, the power source being positioned between the first locationand the fourth location. In a variation thereof, the location at whichthe sway bar is coupled to the frame is rearward of the first locationand the second location.

In a further exemplary embodiment of the present disclosure, a vehicleis provided. The vehicle comprising a frame; a plurality of groundengaging members supporting the frame; a power source supported by theframe and operatively coupled to at least one of the plurality of groundengaging members to propel the vehicle; an operator area supported bythe frame, the operator area including side-by-side seating and operatorcontrols; a rear drive unit supported by the frame and positionedrearward of the operator area; and a first rear suspension systemmoveably coupling the first ground engaging member to the frame. Therear drive being operatively coupled to the power source and operativelycoupled to a first ground engaging member positioned rearward of theoperator area through a first drive shaft to transfer power receivedfrom the power source to the first ground engaging member and to asecond ground engaging member positioned rearward of the operator areathrough a second drive shaft to transfer power received from the powersource to the second ground engaging member, the first ground engagingmember being positioned on a first side of a vertical centerlinelongitudinal plane of the vehicle and the second ground engaging memberbeing positioned on a second side of the vertical centerlinelongitudinal plane of the vehicle. The first rear suspension systemincluding a first moveable arm. The vehicle further comprising a secondrear suspension system moveably coupling the second ground engagingmember to the frame, the second rear suspension system including asecond moveable arm; and a sway bar coupling the first rear suspensionto the second rear suspension, the sway bar being coupled to the frameat a location forward of the power source. In one example, the sway baris coupled to the first moveable arm and the second moveable arm. In avariation thereof, the vehicle further comprises a front driveoperatively coupled to the power source and operatively coupled to athird ground engaging member positioned forward of the operator area anda fourth ground engaging member positioned forward of the operator area,the third ground engaging member being positioned on the first side ofthe vertical centerline longitudinal plane of the vehicle and the fourthground engaging member being positioned on the second side of thevertical centerline longitudinal plane of the vehicle.

In a further exemplary embodiment of the present disclosure, a vehicleis provided. The vehicle comprising a frame; a plurality of groundengaging members supporting the frame; a power source supported by theframe and operatively coupled to at least one of the plurality of groundengaging members to propel the vehicle; an operator area supported bythe frame, the operator area including seating and operator controls; arear drive unit supported by the frame and positioned rearward of theoperator area, the rear drive being operatively coupled to the powersource and operatively coupled to a first ground engaging memberpositioned rearward of the operator area through a first drive shaft totransfer power received from the power source to the first groundengaging member; and a first rear suspension system moveably couplingthe first ground engaging member to the frame. The first rear suspensionsystem including a first radius arm coupled to the first ground engagingmember and coupled to the frame at a first location forward of the firstground engaging member, a first control arm coupled to the first groundengaging member and to the frame; and a first dampening member coupledto the first radius arm and to the frame. The vehicle further comprisinga bearing carrier coupled to the first ground engaging member, the firstradius arm, and the first control arm. The bearing carrier including anopening through which the drive shaft is operatively coupled to thefirst ground engaging member. The first radius arm may be uncoupled fromthe frame at the first location and uncoupled from the bearing carrierwithout uncoupling the drive shaft from the first ground engagingmember. In one example, the first radius arm includes an open end whichreceives the drive shaft.

In still another exemplary embodiment of the present disclosure, amethod of removing a radius arm of a rear suspension of a vehicle isprovided. The method comprising the steps of (a) uncoupling a firstportion of the radius arm of the rear suspension from a frame of thevehicle; (b) uncoupling a second portion of the radius arm of the rearsuspension from a bearing carrier which is coupled to a wheel of thevehicle, the bearing carrier having an opening through which a driveshaft is operatively coupled to the ground engaging member; and (c)removing the radius arm from the vehicle, wherein the drive shaftremains coupled to the wheel throughout steps (a) through (c). In oneexample, the method further comprises the step of uncoupling a thirdportion of the radius arm of the rear suspension from the frame of thevehicle, the third portion being spaced apart from the first portion andthe second portion. In a variation thereof, the step of uncoupling thethird portion of the radius arm of the rear suspension from the frame ofthe vehicle includes the step of uncoupling the third portion of theradius arm of the rear suspension from a dampening member which iscoupled to the frame.

In yet a further exemplary embodiment of the present disclosure, avehicle is provided. The vehicle comprising a frame; a plurality ofground engaging members supporting the frame; and a unit. The unitincluding a power source supported by the frame through less than threeconnections, a transmission supported by the frame through less thanthree connections, and a spacer coupled to the power source housing andcoupled to the transmission housing to position the transmissionrelative to the power source. The power source having a power sourcehousing and a power source output drive member. The transmission havinga transmission housing and a transmission input drive member and atransmission output drive member. The transmission input drive memberbeing operatively coupled to the power source output drive member andthe transmission output drive member being operatively coupled to atleast one of the plurality of the plurality of ground engaging membersto propel the vehicle. The power source output drive member and thetransmission input drive member being completely outside of the spacer.The unit being supported by the frame through at least a firstconnection, a second connection, and a third connection. In one example,the spacer is coupled to the power source through a first fastener and asecond fastener and the spacer is coupled to the transmission through athird fastener and a fourth fastener. In a variation thereof, the firstfastener is parallel to the second fastener and the third fastener isparallel to the fourth fastener. In another example, the spacer isreceived by a portion of the power source housing and is coupled to thepower source housing through a first connection and a second connectionand wherein the spacer is received by a portion of the transmissionhousing and is coupled to the transmission through a third connectionand a fourth connection.

In a further exemplary embodiment of the present disclosure, a method ofsupporting a power source and a transmission on a frame of a vehicle isprovided. The method comprising the steps of coupling the power sourceto the transmission with a spacer, a power source output drive member ofthe power source and an input drive member of the transmission beingcompletely outside of the spacer; and supporting the power source, thetransmission, and the spacer on the frame through at least threeconnections, less than three connections supporting the power source andless than three connection supporting the transmission.

In still a further exemplary embodiment of the present disclosure, avehicle is provided. The vehicle comprising a frame; a plurality ofground engaging members supporting the frame; a power source supportedby the frame and operatively coupled to at least one of the plurality ofground engaging members to propel the vehicle; an operator areasupported by the frame, the operator area including seating and operatorcontrols; a rear drive unit supported by the frame and positionedrearward of the operator area, the rear drive being operatively coupledto the power source and operatively coupled to at least a first groundengaging member positioned rearward of the operator area through a driveshaft to transfer power received from the power source to the firstground engaging member; and a first rear suspension system moveablycoupling the first ground engaging member to the frame. The first rearsuspension system including a radius arm moveably coupled to the frameat a first location forward of the drive shaft; a control arm moveablycoupled to the frame at second location rearward of the drive shaft; anda dampening member moveably coupled to the frame at a third location andmoveably coupled to the radius arm at a fourth location. The thirdlocation being forward of the fourth location and closer to thelongitudinal centerline plane than the fourth location. In one example,the vehicle further comprises a bearing carrier coupled to the controlarm and the radius arm, the first suspension being generally rotatableabout a first suspension axis generally passing through the firstlocation and the second location. A top view projection of the firstsuspension axis intersecting a longitudinal centerline of the vehicle.In a variation thereof, a top view projection of a centerline of thedampening member is angled relative to the top view projection of thefirst suspension axis. The top view projection of the centerline of thedampening member may be generally normal to the top view projection ofthe first suspension axis. The top view projection of the centerline ofthe dampening member may be angled up to about 30 degrees from a normalto the top view projection of the first suspension axis. The top viewprojection of the centerline of the dampening member may be angled up toabout 20 degrees from a normal to the top view projection of the firstsuspension axis. The top view projection of the centerline of thedampening member may be angled up to about 10 degrees from a normal tothe top view projection of the first suspension axis.

In yet another exemplary embodiment, a vehicle is provided. The vehiclecomprising a frame; a plurality of ground engaging members supportingthe frame; a power source supported by the frame and operatively coupledto at least one of the plurality of ground engaging members to propelthe vehicle; an operator area supported by the frame, the operator areaincluding seating and operator controls; a cargo carrying portionsupported by the frame and located rearward of the operator area; and afirst air intake system operatively coupled to the power source tocommunicate ambient air to the power source. The first air intake systemreceiving ambient air through an inlet in an exterior body panel of thecargo carrying portion. In one example, the cargo carrying portion is acargo bed. In a variation thereof, the cargo carrying portion includes afloor and a plurality of walls. The floor including a removable coverwhich permits access to a portion of the first air intake system. Theportion of the first air intake system may be an airbox including afilter. In another example, the first air intake system includes aresonator box located between an exterior surface of the exterior bodypanel of the cargo carrying portion and a wall of a cargo carryingregion of the cargo carrying portion. In yet another example, thevehicle further comprises a cover coupled to the exterior body panel tocover the inlet in the exterior body panel. The cover permitting theambient air to pass by the cover. In a variation thereof, the vehiclefurther comprises a filter housing positioned behind the cover and afilter removably positioned within the filter housing. The ambient airpassing through the filter. The filter may be located between anexterior surface of the exterior body panel of the cargo carryingportion and a wall of a cargo carrying region of the cargo carryingportion. The inlet in the exterior body panel of the cargo carryingportion may be positioned on a first side of a vertical centerline planeof the vehicle and the first air intake system transports the ambientair to a second side of the vertical centerline plane as the ambient airtravels through a fluid conduit of the first air intake system. Thevehicle may further comprise a CVT unit supported by the frame andoperatively coupled between the power source and the at least one of theplurality of ground engaging members; and a second air intake systemoperatively coupled to the CVT unit to communicate ambient air to aninterior of the CVT unit. The second air intake system including asecond air inlet through which ambient air enters the second air intakesystem. The second air inlet being completely positioned to the secondside of the vertical centerline plane of the vehicle. The second airintake system transporting the ambient air received through the secondair inlet to the first side of the vertical centerline plane of thevehicle as the ambient air travels towards the CVT unit.

In still another exemplary embodiment of the present disclosure, amethod of providing air to a power source of a vehicle is provided. Themethod comprising the steps of: providing an air inlet of an air intakesystem in a cargo carrying portion of the vehicle, the air inlet beingrearward of an operator area of the vehicle; receiving a first amount ofambient air through the air inlet; and communicating the first amount ofambient air to the power source of the vehicle. In one example, the airinlet is provided in an exterior body panel of the cargo carryingportion of the vehicle. In another example, the cargo carrying portionincludes a cargo bed. In a further example, the step of communicatingthe first amount of ambient air to the power source of the vehicleincludes the step of: passing the ambient air through a first filterlocated between an exterior of the cargo carrying portion and a wall ofa cargo bed of the cargo carrying portion. In still another example, thestep of communicating the first amount of ambient air to the powersource of the vehicle includes the step of passing the ambient airthrough a resonator box located between an exterior of the cargocarrying portion and a wall of a cargo bed of the cargo carryingportion. In yet still another example, the step of communicating thefirst amount of ambient air to the power source of the vehicle includesthe step of passing the ambient air through an airbox. The airboxincluding a base portion, a cover portion, and a filter positioned in aninterior of the airbox. The ambient air passing through the filter, theairbox being located below a floor of the cargo carrying portion. Instill another example, the method further comprises the steps ofmanipulating a portion of the floor of the cargo carrying portion toaccess the airbox from above the floor of the cargo carrying portion;and moving the cover portion of the airbox relative to the base portionof the airbox to access the filter of the airbox, the cover portionbeing rotatably coupled to the base portion.

In yet still another exemplary embodiment of the present disclosure, avehicle is provided. The vehicle comprising a frame; a plurality ofground engaging members supporting the frame; a power source supportedby the frame and operatively coupled to at least one of the plurality ofground engaging members to propel the vehicle; a CVT unit supported bythe frame and operatively coupled between the power source and the atleast one of the plurality of ground engaging members; an operator areasupported by the frame, the operator area including seating and operatorcontrols; a cargo carrying portion supported by the frame and locatedrearward of the operator area; and an air intake system operativelycoupled to the CVT unit to communicate ambient air to an interior of theCVT unit, the air intake system receiving ambient air through an inletin an exterior body panel of the cargo carrying portion. In one example,the cargo carrying portion is a cargo bed. In another example thevehicle further comprises a cover coupled to the exterior body panel tocover the inlet in the exterior body panel. The cover permitting theambient air to pass by the cover. In a further example, the vehiclefurther comprises a filter housing positioned behind the cover and afilter removably positioned within the filter housing. The ambient airpassing through the filter. In a variation thereof, the filter islocated between an exterior surface of the exterior body panel of thecargo carrying portion and a wall of a cargo carrying region of thecargo carrying portion. The inlet in the exterior body panel of thecargo carrying portion may positioned on a first side of a verticalcenterline plane of the vehicle and the air intake system transports theambient air to a second side of the vertical centerline plane as theambient air travels through a fluid conduit of the air intake system. Inanother example, the CVT unit includes a drive member operativelycoupled to the power source; a driven member operatively coupled to theat least one ground engaging member; a drive belt operatively couplingthe driven member to the drive member; and a CVT housing having aninterior containing the drive member, the driven member, and the drivebelt. The CVT housing including a plurality of air inlets to theinterior of the CVT housing, a first air inlet being positionedproximate the drive member and a second air inlet being positionedproximate the driven member. Both the first air inlet and the second airinlet being in fluid communication with the air intake system to receiveambient air from the air intake system. In a variation thereof, the CVThousing includes an air outlet through which air exits the interior ofthe CVT housing, the air outlet being in fluid communication with afluid conduit which directs the air at a portion of the power source.

In still another exemplary embodiment of the present disclosure, amethod of providing air to a CVT unit of a vehicle is provided. Themethod comprising the steps of: providing an air inlet of an air intakesystem in a cargo carrying portion of the vehicle, the air inlet beingrearward of an operator area of the vehicle; receiving a first amount ofambient air through the air inlet; and communicating the first amount ofambient air to an interior of the CVT unit of the vehicle. In oneexample, the air inlet is provided in an exterior body panel of thecargo carrying portion of the vehicle. In another example, the cargocarrying portion includes a cargo bed. In still another example, thestep of communicating the first amount of ambient air to the CVT unit ofthe vehicle includes the step of: passing the ambient air through afirst filter located between an exterior of the cargo carrying portionand a wall of a cargo bed of the cargo carrying portion.

In yet another exemplary embodiment of the present disclosure, a vehicleis provided. The vehicle comprising a frame; a plurality of groundengaging members supporting the frame; an operator area supported by theframe, the operator area including seating and operator controls; acargo carrying portion supported by the frame and located rearward ofthe operator area; a power source supported by the frame and operativelycoupled to at least one of the plurality of ground engaging members topropel the vehicle; a CVT unit supported by the frame at a firstposition; a first air intake system operatively coupled to the powersource to communicate ambient air to the power source, the first airintake system including a first air inlet through which ambient airenters the first air intake system, the first air inlet being completelypositioned to a first side of the CVT unit; and a second air intakesystem operatively coupled to the CVT unit to communicate ambient air toan interior of the CVT unit, the second air intake system including asecond air inlet through which ambient air enters the second air intakesystem, the second air inlet being completely positioned to a secondside of the CVT unit. The CVT unit being operatively coupled between thepower source and the at least one of the plurality of ground engagingmembers. In one example, the first air inlet and the second air inletare both rearward of a front plane of the seating of the operator area.In a variation thereof, the first air inlet and the second air inlet areboth rearward of the operator area. In another variation thereof thevehicle further comprises a roll cage. The first air inlet and thesecond air inlet are both rearward of the roll cage. In another example,the first air inlet and the second air inlet are positioned above theplurality of ground engaging members. In a variation thereof the vehiclefurther comprises a rear drive unit supported by the frame rearward ofthe front plane of the seating and operatively coupled to at least oneground engaging member which is rearward of the front plane of theseating, the power source being operatively coupled to the rear driveunit; and a first suspension system coupling the at least one groundengaging member which is rearward of the front plane of the seating tothe frame, the first air inlet and the second air inlet being positionedcompletely above the first suspension system.

In still another exemplary embodiment of the present disclosure, avehicle is provided. The vehicle comprising a frame; a plurality ofground engaging members supporting the frame; a power source supportedby the frame and operatively coupled to at least one of the plurality ofground engaging members to propel the vehicle; an air intake systemoperatively coupled to the CVT unit to communicate ambient air to aninterior of the CVT unit; and a CVT unit supported by the frame. The CVTunit being operatively coupled between the power source and the at leastone of the plurality of ground engaging members. The CVT unit comprisinga drive member operatively coupled to the power source; a driven memberoperatively coupled to the at least one ground engaging member; a drivebelt operatively coupling the driven member to the drive member; and aCVT housing having an interior containing the drive member, the drivenmember, and the drive belt. The CVT housing including a plurality of airinlets to the interior of the CVT housing. A first air inlet beingpositioned proximate the drive member and a second air inlet beingpositioned proximate the driven member. Both the first air inlet and thesecond air inlet being in fluid communication with the air intake systemto receive ambient air from the air intake system. In one example, theCVT unit includes a diverter which receives the ambient air from the airintake system and directs a first portion of the ambient air to thefirst air inlet and a second portion of the ambient air to the secondair inlet. In a variation thereof, the CVT housing includes a baseportion and a cover. The cover being removably coupled to the baseportion. The diverter being associated with the base portion. Thediverter may be part of the base portion of the CVT housing. In anotherexample, the first portion of the ambient air moves from the first airinlet towards an air outlet of the CVT housing in a generallycounterclockwise movement and the second portion of the ambient airmoves from the second air inlet towards the air outlet of the CVThousing in a generally counterclockwise movement.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings. These above mentioned and other features of the invention maybe used in any combination or permutation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front, perspective view of an exemplary side-by-sidevehicle;

FIG. 2 is a rear, perspective view of an exemplary side-by-side vehicle;

FIG. 3 illustrates a left side view of the exemplary side-by-sidevehicle of FIG. 1;

FIG. 4 illustrates a right side view of the exemplary side-by-sidevehicle of FIG. 1;

FIG. 5 illustrates a top view of the exemplary side-by-side vehicle ofFIG. 1;

FIG. 6 illustrates a bottom view of the exemplary side-by-side vehicleof FIG. 1;

FIG. 7 illustrates a front view of the exemplary side-by-side vehicle ofFIG. 1; and

FIG. 8 illustrates a back view of the exemplary side-by-side vehicle ofFIG. 1;

FIG. 9 illustrates a representative view of a drive train of theexemplary side-by-side vehicle of FIG. 1;

FIG. 10 illustrates a left, perspective view of an air handling systemof a power source of the exemplary side-by-side vehicle of FIG. 1 and anair handling system of a CVT unit of the exemplary side-by-side vehicleof FIG. 1;

FIG. 10A is a representative view of the location of the air inlet ofthe air handling system of a power source of FIG. 10 and the location ofthe air inlet of the air handling system of a CVT unit of FIG. 10relative to the power source and the CVT unit;

FIG. 11 illustrates a right, perspective view of the air handling systemof a power source of FIG. 10 and an air handling system of a CVT unit ofFIG. 10;

FIG. 12 illustrates a rear, perspective view of an airbox of the airhandling system of a power source of FIG. 10;

FIG. 13 illustrates the airbox of FIG. 12 with a cover of the airboxrotated relative to a base portion of the air box to provide access to afilter of the airbox;

FIG. 14 illustrates a front, perspective view of the airbox of the airhandling system of a power source of FIG. 10;

FIGS. 15 and 16 illustrate an exploded view of a portion of a cargocarrying portion of the exemplary side-by-side vehicle of FIG. 1;

FIG. 17 illustrates a cargo carrying portion of the exemplaryside-by-side vehicle of FIG. 1;

FIG. 18 illustrates the cargo carry portion of FIG. 17 with a pluralityof removable covers spaced apart;

FIG. 19 illustrates a section view along lines 19-19 of FIG. 17;

FIG. 20 illustrates a location of an oil reservoir of the exemplaryside-by-side vehicle of FIG. 1;

FIG. 21 illustrates a first, perspective view of a CVT unit of theexemplary side-by-side vehicle of FIG. 1;

FIG. 22 illustrates a an exploded view of portions of the CVT unit ofFIG. 21;

FIG. 23 illustrates a second, perspective view of portions of the CVTunit of FIG. 21;

FIG. 24A illustrates the relative positions of a drive member, a drivenmember, and a drive belt of the CVT unit of FIG. 21;

FIG. 24B illustrates the airflow within an interior of the CVT unit ofFIG. 21 from a first air inlet of the CVT housing to an air outlet ofthe CVT housing;

FIG. 24C illustrates the airflow within an interior of the CVT unit ofFIG. 21 from a second air inlet of the CVT housing to an air outlet ofthe CVT housing;

FIG. 25 illustrates side protection members of the vehicle of FIG. 1;

FIG. 26 illustrates the coupling of the cargo carrying base portionframe and the cargo bed of the vehicle of FIG. 1;

FIG. 27 illustrates the coupling of the cargo carrying base portionframe to the frame of the vehicle of FIG. 1;

FIG. 28 illustrates a top view of the coupling of a unit including thepower source, the shiftable transmission, and the rear drive to theframe of the vehicle of FIG. 1;

FIG. 29 illustrates a perspective view of the coupling of a unitincluding the power source, the shiftable transmission, and the reardrive to the frame of the vehicle of FIG. 1;

FIG. 30 illustrates a rear perspective exploded view of the coupling ofthe shiftable transmission and the rear drive to the frame of thevehicle of FIG. 1;

FIG. 31 illustrates a side view of the rear suspension of the vehicle ofFIG. 1;

FIG. 32 illustrates a rear view of the rear suspension of the vehicle ofFIG. 1;

FIG. 33 illustrates a perspective view of the rear suspension of thevehicle of FIG. 1;

FIG. 34 illustrates a lower, perspective view of the rear suspension ofthe vehicle of FIG. 1;

FIG. 35 illustrates a view of the rear suspension of the vehicle of FIG.1 with a radius arm exploded;

FIG. 36 illustrates an open end of the radius arm of the rear suspensionof the vehicle of FIG. 1;

FIG. 37 illustrates the coupling of a housing of the power supply to ahousing of the shiftable transmission with a first spacer;

FIG. 37A represents the coupling of a housing of the power supply to ahousing of the shiftable transmission with a first spacer;

FIG. 37B represents the coupling of another housing of another powersupply to another housing of another shiftable transmission with asecond spacer;

FIG. 38 illustrates the connection between the first spacer of FIG. 37to the housing of the shiftable transmission;

FIG. 39 illustrates the connection between the first spacer of FIG. 37to the housing of the power supply;

FIG. 40 is a section view along lines 40-40 in FIG. 37;

FIG. 41 illustrates a top view of a portion of the vehicle of FIG. 1;

FIG. 42 illustrates a side view of a portion of the vehicle of FIG. 1;

FIG. 43 illustrates an exemplary motion ratio plot for the rearsuspension of FIG. 1;

FIGS. 44 and 45 illustrates a parking brake coupled to the shiftabletransmission of the vehicle of FIG. 1.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a side-by-side vehicle, itshould be understood that the features disclosed herein may haveapplication to other types of vehicles such as all-terrain vehicles,motorcycles, watercraft, snowmobiles, and golf carts.

Referring to FIG. 1, an illustrative embodiment of a vehicle 100 isshown. Vehicle 100 as illustrated includes a plurality of groundengaging members 102. Illustratively, ground engaging members 102 arewheels 104 and associated tires 106. Other exemplary ground engagingmembers include skis and tracks. In one embodiment, one or more of thewheels may be replaced with tracks, such as the Prospector II Tracksavailable from Polaris Industries, Inc. located at 2100 Highway 55 inMedina, Minn. 55340.

As mentioned herein one or more of ground engaging members 102 areoperatively coupled to a power source 130 (see FIG. 9) to power themovement of vehicle 100. Exemplary power sources include internalcombustion engines and electric motors. In the illustrated embodiment,the power source 130 is an internal combustion engine.

Referring to the illustrated embodiment in FIG. 1, a first set ofwheels, one on each side of vehicle 100, generally correspond to a frontaxle 108. A second set of wheels, one on each side of vehicle 100,generally correspond to a rear axle 110. Although each of front axle 108and rear axle 110 are shown having a single ground engaging members 102on each side, multiple ground engaging members 102 may be included oneach side of the respective front axle 108 and rear axle 110. Asconfigured in FIG. 1, vehicle 100 is a four wheel, two axle vehicle.

Referring to FIG. 6, the wheels 104 of front axle 108 are coupled to aframe 112 of vehicle 100 through front independent suspensions 114.Front independent suspensions 114 in the illustrated embodiment aredouble A-arm suspensions. Other types of suspensions systems may be usedfor front independent suspensions 114. The wheels 104 of rear axle 110are couple to frame 112 of vehicle 100 through rear independentsuspensions 116. Referring to FIG. 32, rear independent suspensions 116in the illustrated embodiment include radius arms 526 and control arms530, 532. Other types of suspensions systems may be used for rearindependent suspensions 116. In one embodiment, both front suspensions114 and rear suspensions 116 provide about 14 inches of suspensiontravel. In one embodiment, both front suspensions 114 and rearsuspensions 116 provide up to about 14 inches of suspension travel.

Referring to FIG. 9, an internal combustion power source 130 isrepresented. Power source 130 receives fuel from a fuel source 132 andambient air from an air intake system 134. Exhaust is expelled frompower source 130 through an exhaust system 136. An output shaft 138 ofpower source 130 is coupled to a drive member of a CVT unit 140. Adriven member of the CVT unit 140 is operatively coupled to the drivemember of the CVT unit 140 through a drive belt. CVT unit 140 receivesambient air through an air intake system 160 and expels air from aninterior of CVT unit 140 through an exhaust system 162. The drivenmember is coupled to an output shaft 142 which is operatively coupled toan input of a shiftable transmission 144.

A first output shaft 146 of shiftable transmission 144 is coupled to arear drive unit 148. Rear drive unit 148 is coupled to correspondingwheels 104 through half shafts 150. Rear drive unit 148 may be adifferential. A second output shaft 152 of shiftable transmission 144 iscoupled to a front drive unit 154. Front drive unit 154 is coupled tocorresponding wheels 104 through half shafts 156. Front drive unit 154may be a differential.

Various configurations of rear drive unit 148 and front drive unit 154are contemplated. Regarding rear drive unit 148, in one embodiment reardrive unit 148 is a locked differential wherein power is provided toboth of the wheels of axle 110 through output shafts 150. In oneembodiment, rear drive unit 148 is a lockable/unlockable differentialrelative to output shafts 150. When rear drive unit 148 is in a lockedconfiguration power is provided to both wheels of axle 110 throughoutput shafts 150. When rear drive unit 148 is in an unlockedconfiguration, power is provided to one of the wheels of axle 110, suchas the wheel having the less resistance relative to the ground, throughoutput shafts 150. Regarding front drive unit 154, in one embodimentfront drive unit 154 has a first configuration wherein power is providedto both of the wheels of front axle 108 and a second configurationwherein power is provided to one of the wheels of axle 108, such as thewheel having the less resistance relative to the ground.

In one embodiment, front drive unit 154 includes active descent control(“ADC”). ADC is an all wheel drive system that provides on-demand torquetransfer to the front wheels when one of the wheels 104 of rear axle 110lose traction and that provides engine braking torque to the wheels 104of front axle 108. Both the on-demand torque transfer and the enginebraking feature of front drive unit 154 may be active or inactive. Inthe case of the on-demand torque transfer, when active, power isprovided to both of the wheels of front axle 108 and, when inactive,power is provided to one of the wheels of front axle 108. In the case ofthe engine braking, when active, engine braking is provided to thewheels of front axle 108 and, when inactive, engine braking is notprovided to the wheels of front axle 108. Exemplary front drive unitsare disclosed in U.S. patent application Ser. No. 12/816,052, filed Jun.15, 2010, titled ELECTRIC VEHICLE, U.S. Pat. No. 5,036,939, and U.S.Pat. RE38,012E, the disclosures of which are expressly incorporatedherein by reference.

Referring to FIG. 10, an exemplary embodiment of air intake system 134,air intake system 160, and exhaust system 162 is shown. Air intakesystem 134, in the illustrated embodiment, includes an air inlet housing170 having an air inlet 172. In the illustrated embodiment, air inlethousing 170 includes a single air inlet 172. In one embodiment, airinlet housing 170 includes multiple air inlets. Ambient air enters aninterior 174 of air inlet housing 170 through air inlet 172. The airtravels into a resonator portion 176 of air inlet housing 170. In theillustrated embodiment, resonator portion 176 is a portion of air inlethousing 170. In one embodiment, resonator portion 176 is a separatecomponent which is coupled to air inlet housing 170. Resonator portion176 acts to dampen noise emanating from power source 130 to provide aquieter vehicle 100 during operation. The air exits resonator portion176 and passes through a fluid conduit 178 to an airbox 180 of vehicle100. Fluid conduit 178 is coupled to a cylindrical portion 182 (see FIG.12) of airbox 180.

The air enters an interior 184 of airbox 180. Referring to FIG. 13, afilter 188 is positioned in interior 184 of airbox 180. Once the airpasses through filter 188 it exits through air outlets 190 provided inboots 192 (see FIG. 14) on the rear of airbox 180. Boots 192 are coupledto the air intakes of power source 130. Power source 130 uses the air inthe combustion of fuel provided by fuel source 132. The exhaust producedin the combustion process is expelled from power source 130 throughexhaust system 136. Referring to FIG. 3, exhaust system 136 includes amuffler 120 coupled to power source 130 through a fluid conduit 124 (seeFIG. 2). Muffler 120 is supported by frame 112 and positioned rearwardof rear axle 110. Muffler 120 is positioned transverse to a verticalcenterline plane 122 of vehicle 100 as shown in FIG. 6. A majority ofmuffler 120 is positioned rearward of frame 112. Further, muffler 120 ispositioned forward of a rear extent of the tires 106 of rear axle 110and forward of a rear extent of vehicle 100.

Returning to FIG. 13, airbox 180 includes a base portion 194 and a frontcover portion 196. Base portion 194 and front cover portion 196cooperate to hold filter 188 in place. Referring to FIG. 12, a lowerportion of base portion 194 and a lower portion of front cover portion196 include hinge members 198 and hinge members 200, respectively. Frontcover portion 196 is rotatable in direction 201 and direction 202 aboutaxis 204 to close and open airbox 180, respectively. Referring to FIG.13, base portion 194 includes three couplers 206 which engage portions208 of front cover portion 196 to retain front cover portion 196 andkeep airbox 180 in a closed state. In the illustrated embodiment,couplers 206 are swing nuts and portions 208 are recesses. The shafts ofthe swing nuts are received in the recesses of portions 208 and theswing nuts are tightened to secure front cover portion 196 relative tobase portion 194.

When couplers 206 are loosened front cover portion 196 may be rotated indirection 202 about axis 204 relative to base portion 194 placing airbox180 in an open state. In the open state filter 188 may be removed frominterior 184 of airbox 180 while front cover portion 196 remains coupledto base portion 194.

Returning to FIG. 1, vehicle 100 includes a cargo carrying portion 210.Cargo carrying portion 210 is positioned rearward of an operator area212. Operator area 212 includes seating 211 and a plurality of operatorcontrols. In the illustrated embodiment, seating 211 includes a pair ofbucket seats. In one embodiment, seating 211 is a bench seat. In oneembodiment, seating 211 includes multiple rows of seats, either bucketseats or bench seats or a combination thereof. Exemplary operatorcontrols include a steering wheel 214, a gear selector 216, anaccelerator pedal 218 (see FIG. 2), and a brake pedal 220 (see FIG. 2).Steering wheel 214 is operatively coupled to the wheels of front axle108 to control the orientation of the wheels relative to frame 112. Gearselector 216 is operatively coupled to the shiftable transmission 144 toselect a gear of the shiftable transmission 144. Exemplary gears includeone or more forward gears, one or more reverse gears, and a parksetting. Accelerator pedal 218 is operatively coupled to power source130 to control the speed of vehicle 100. Brake pedal 220 is operativelycoupled to brake units associated with one or more of wheels 104 to slowthe speed of vehicle 100.

Operator area 212 is protected with a roll cage 222. Referring to FIG.1, side protection members 262 are provided on both the operator side ofvehicle 100 and the passenger side of vehicle 100. In the illustratedembodiment, side protection members 262 are each a unitary tubularmember. Referring to FIG. 25, side protection members 262 each include afirst end 264 coupled to an upstanding member 265 of frame 112. Firstend 264 may be coupled with a fastener, such as a bolt. A second end 266of side protection members 262 is coupled to a bracket 268 secured toroll cage 222. Second end 266 may be secured to bracket 268 through afastener, such as a bolt.

In the illustrated embodiment, cargo carrying portion 210 includes acargo bed 234 (see FIG. 5) having a floor 224 and a plurality ofupstanding walls. Floor 224 may be flat, contoured, and/or comprised ofseveral sections. The plurality of walls include a rear wall 226 (seeFIG. 1), a right side wall 228 (see FIG. 1), a front wall 230 (see FIG.2), and a left side wall 232 (see FIG. 2). Portions of cargo carryingportion 210 also include mounts 213 (see FIG. 5) which receive anexpansion retainer (not shown). The expansion retainers which may couplevarious accessories to cargo carrying portion 210. Additional details ofsuch mounts and expansion retainers are provided in U.S. Pat. No.7,055,454, to Whiting et al., filed Jul. 13, 2004, titled “VehicleExpansion Retainers,” the disclosure of which is expressly incorporatedby reference herein.

Referring to FIG. 15, an exterior side wall of cargo carrying portion210 is formed by body panel 236 which is coupled to cargo bed body panel238. Body panel 236 and cargo bed body panel 238, as well as other bodypanels of vehicle 100, are supported by frame 112. Referring to FIGS. 26and 27, cargo bed body panel 238 is coupled to a cargo carrying portionbase frame 252 through multiple connections. Fasteners may be used tocouple cargo bed body panel 238 to cargo carrying portion base frame252. Exemplary fasteners include bolts, screws, clips, and othersuitable devices for securing cargo bed body panel 238 to cargo carryingportion base frame 252. Referring to FIG. 27, cargo carrying portionbase frame 252 is coupled to a rear frame portion 254 of frame 112through multiple connections. Fasteners may be used to couple cargocarrying portion base frame 252 to rear frame portion 254 of frame 112.

Body panel 236 includes a filter housing 240 having a recess therein toreceive a filter 242. Filter 242 is held in place in the recess offilter housing 240 with a cover 244. In one embodiment, filter 242 is afoam filter. Cover 244 includes tabs 246 which are received in apertures(not shown) in body panel 236 to hold a first end of cover 244 relativeto body panel 236. Cover 244 further includes a latch member 248 whichcooperates with a latch plate 250 of body panel 236 to hold a second endof cover 244 relative to body panel 236.

Filter housing 240, filter 242, and cover 244 are part of air intakesystem 134. Air inlet housing 170 is positioned in the space 260 betweenbody panel 236 and cargo bed body panel 238. Air inlet 172 of air inlethousing 170 is in fluid communication with an interior of filter housing240. In operation, ambient air passes through openings in cover 244 andinto filter housing 240. The air passes through filter 242 and into theinterior of air inlet housing 170 through air inlet 172. The air travelsthrough the interior of air inlet housing 170 and through fluid conduit178 into interior 184 of airbox 180. Once the air passes through filter188 it flows into the air intake of power source 130.

Referring to FIG. 3, the intake of air intake system 134 through cover244 is positioned rearward of operator area 212. In the illustratedembodiment, the intake of air intake system 134 is positioned rearwardof roll cage 222. In the illustrated embodiment, the intake of airintake system 134 is positioned above a top surface of ground engagingmembers 102. In the illustrated embodiment, the intake of air intakesystem 134 is positioned above floor 224 of cargo bed 234.

Referring to FIG. 17, cargo bed 234 includes a removable cover 270. Asshown in FIG. 18, when removable cover 270 is removed a service tray 271is accessible. Service tray 271 is molded as part of body 238. Tools maybe placed in the service tray 271 during servicing of power source 130.The tools in service tray 271 are retained therein when cover 270 ispositioned over service tray 271 due to cover 270 generally closing offa top opening in service tray 271. Further, when cover 270 is removedaccess to a space 272 is provided. In one embodiment, airbox 180 ispositioned in space 272. As such, in one embodiment, to remove filter188 an operator would remove removable cover 270 to access airbox 180and then loosen couplers 206 to permit front cover portion 196 to rotatein direction 202. An operator may also change the sparkplugs of powersource 130 through space 272.

Removable cover 270 includes a plurality of tabs 274 along a first sideof removable cover 270. Tabs 274 are received in openings 276 providedin a recessed portion of floor 224. Tabs 274 and openings 276 cooperateto retain removable cover 270 relative to floor 224. On the oppositeside of removable cover 270, a latch mechanism 278 is coupled toremovable cover 270. Latch mechanism 278 includes a handle 280 which maybe actuated by an operator. As shown in FIG. 19, latch mechanism 278interacts with a latch pin 282 which is coupled to floor 224 to coupleremovable cover 270 to floor 224. When an operator rotates handle 280 ina direction 284, latch mechanism 278 releases latch pin 282 andremovable cover 270 may be rotated upward in direction 284.

In one embodiment, removable cover 270 may be replaced with an accessorywhich includes the same tabs and latch placement as cover 270. Thispermits further customization of the vehicle 100. In one embodiment, anexemplary accessory includes a cooler for storing cold products.

Returning to FIG. 18, cargo bed 234 includes a second removable cover290. When removable cover 290 is removed access to space 292 isprovided. Cover 290 is held in place relative to cargo bed 234 with tabs294 and tabs 296 which interact with portions of cargo bed 234 to retainremovable cover 290. Referring to FIG. 20, an oil reservoir 300 forpower source 130 is supported in space 292. Oil reservoir 300 issupported by frame 112 (see FIG. 29). Removable cover 290 serves as aservice door for checking the oil level within oil reservoir 300. In oneembodiment, a dip stick is provided to check the oil level. In oneembodiment, the oil level may be checked by visual inspection.

Oil reservoir 300 provides oil to a pump of power source 130. In theillustrated embodiment, power source 130 is a dry sump engine whichreceives oil from oil reservoir 300. By placing oil reservoir above thepump of power source 130, oil is continued to be provided to the pump ofpower source 130 when vehicle is on an incline. As shown in FIG. 41, oilreservoir 300 is positioned rearward of a front edge of power source 130and forward of a trailing edge of power source 130 and generally abovepower source 130. Referring to FIG. 42, oil reservoir 300 is generallyto a driver side of vehicle 100. By keeping oil reservoir 300 closer topower source 130, vehicle 100 has increased performance in cold weather.

Returning to FIGS. 10 and 11, air intake system 160 is shown. Air intakesystem 160 includes an air inlet housing 320 having an air inlet 322.Ambient air is introduced into an interior 324 of air inlet housing 320through air inlet 322. Air inlet housing 320 receives ambient air whichpasses through a filter 242 located behind a cover 244B (see FIG. 4)coupled to a body panel 236B (see FIG. 4) of cargo bed 234. The filter242 is received in a filter housing of body panel 236B which isgenerally a mirror image of filter housing 240. Cover 244B is coupled tobody panel 236B and removable from body panel 236B in the same manner ascover 244A is relative to body panel 236A.

Returning to FIGS. 10 and 11, the interior 324 of air inlet housing 320is in fluid communication with an interior 340 of a CVT housing 342through a fluid conduit 326 and a fluid duct 328. Referring to FIG. 10,CVT housing 342 includes a base portion 344 and a cover 346. Cover 346is removably coupled to base portion 344 through more or more couplers.Referring to FIG. 22, couplers, such as threaded members, are receivedin apertures of coupling features 350 of cover 346 and are threaded intocoupling features 352 of base portion 344. In one embodiment, quickconnect couplers are used to coupled cover 346 to base portion 344. Inone embodiment, a seal is provided between base portion 344 and cover346. Referring to FIG. 3, CVT housing 342 is provided on a left side ofvehicle 100 below cargo bed 234 to provide easy access to CVT housing342. As shown in FIG. 28, CVT housing 342 is positioned completelyrearward of line 524 associated with rear suspensions 116 and completelyforward of control arms 530 and 532 of rear suspensions 116.

Referring to FIG. 22, fluid duct 328 includes a first open end 360 whichreceives the ambient air from fluid conduit 326 and a second open end362 which mates with a diverter portion 364 of base portion 344. In oneembodiment, a seal is provided between open end 362 of fluid duct 328and diverter portion 364 of base portion 344. Fluid duct 328 is heldrelative to base portion 344 with a holder 370. In the illustratedembodiment, holder 370 includes a pair of spaced apart fingers 372 whichpress against a flange 374 of fluid duct 328 as shown in FIG. 21. Holder370 is coupled to base portion 344. In one embodiment, threaded couplersare received in openings 374 of holder 370 and threaded into couplingportions 376 of base portion 344.

In the illustrated embodiment, holder 370 is further coupled to a shield380 which is coupled to base portion 344. Holder 370 bounds a side of achannel 382 formed by holder 370 and shield 380. In one embodiment,channel 382 provides a routing region for wires, cables, and otheritems. A top of channel 382 is covered by a cover 384 which is removablycoupled to holder 370 and shield 380. The wires are captured in channel382 between shield 380 and cover 384.

Diverter portion 364 receives the ambient air from fluid duct 328 andcommunicates it to interior 340 of CVT housing 342. Diverter portion 364includes a plurality of conduits which direct the ambient air to variousportions of interior 340 of CVT housing 342. In the illustratedembodiment, diverter portion 364 includes a pair of conduits, conduit390 and conduit 392. Referring to FIG. 23, in the illustratedembodiment, conduit 390 and conduit 392 are provided as part of the wall394 of base portion 344.

Referring to FIG. 24A, conduit 390 enters interior 340 of CVT housing342 through opening 396 in interior wall 395 of base portion 344.Opening 396 is positioned proximate a drive member 400 of CVT unit 140which is shown in phantom. Drive member 400 is coupled to output shaft138 of power source 130. Conduit 392 enters interior 340 of CVT housing342 through opening 398 in interior wall 395 of base portion 344.Opening 398 is positioned proximate to a driven member 402 of CVT unit140. Driven member 402 is coupled to shaft 142 of shiftable transmission144. Driven member 402 is operatively coupled to drive member 400through a drive belt 404.

Referring to FIG. 24B, the flow path of air 410 from conduit 390 isillustrated. The air enters interior 340 through opening 396. The shapeof conduit 390 generally directs air 410 in direction 412. Air 410 isdirected by drive member 400 and the shape of base portion 344 along afront portion 414 of CVT housing 342 and a bottom portion 416 of CVThousing 342. The air 410 removes heat from drive member 400 and drivebelt 404. The warmed air passes driven member 402 and exits interior 340of CVT housing 342 through outlet duct 418. In one embodiment, drivemember 400 includes fins which direct airflow. An exemplary CVT memberwith fins is disclosed in U.S. patent application Ser. No. 12/069,521,filed Feb. 11, 2008, docket PLR-02-1962.04P, titled Suspension for anall terrain vehicle, the disclosure of which is expressly incorporatedby reference herein.

Referring to FIG. 24C, the flow path of air 410 from conduit 392 isillustrated. The air enters interior 340 through opening 398. The shapeof conduit 392 generally directs air 410 in direction 420 towards bottomportion 416 of CVT housing 342. Base portion 344 includes directingfeatures 422 and 424 which generally direct air 410 along two differentpaths, but generally towards bottom portion 416 of CVT housing 342. Air410 is directed by driven member 402 and the shape of base portion 344generally along bottom portion 416 of CVT housing 342 and back portion426 of CVT housing 342. The air 410 removes heat from driven member 402and drive belt 404. The warmed air passes driven member 402 and exitsinterior 340 of CVT housing 342 through outlet duct 418. In oneembodiment, driven member 402 includes fins which direct airflow. Anexemplary CVT member with fins is disclosed in U.S. patent applicationSer. No. 12/069,521, filed Feb. 11, 2008, docket PLR-02-1962.04P, titledSuspension for an all terrain vehicle, the disclosure of which isexpressly incorporated by reference herein.

As illustrated in FIGS. 24B and 24C, air 410 is split by diverterportion 364 into multiple streams of air. A first portion of the air 410is directed at drive member 400 and a second portion of air 410 isdirected at driven member 402. Both the first portion and the secondportion are introduced in a manner to generally direct the air 410 in acounterclockwise movement. This counterclockwise movement is consistentwith the counterclockwise rotation of drive member 400 and driven member402 during operation of CVT unit 140.

During operation of vehicle 100, the amount of air directed at each ofdrive member 400 and driven member 402 may change. In this embodiment,drive member 400 and driven member 402 include fins and generally act asfans. At low speeds, drive member 400 is spinning at engine rpm anddriven member 402 is spinning at less than engine rpm. As such, drivemember 400 draws more air than driven member 402. At higher speeds,drive member 400 is still spinning at engine rpm, but driven member 402is now spinning at higher than engine rpm. As such, driven member 402draws more air than drive member 400.

Returning to FIGS. 10 and 11, outlet duct 418 is coupled to a fluidconduit 430 of exhaust system 162. Fluid conduit 430 terminates in anopen end 432. Open end 432 of fluid conduit 430 is located generallyabove the head portion of power source 130 to provide airflow past thehead portion of power source 130. Referring to FIG. 6, a skid plate 438of frame 112 includes openings 436 which promote the movement of airrelative to power source 130.

In one embodiment, the air inlet 172 for air intake system 134 ispositioned on a first side of vertical centerline plane 122 and the airinlet 322 for air intake system 160 is positioned on a second side ofvertical centerline plane 122. In one embodiment, as represented in FIG.10A, both air inlet 172 of air intake system 134 and air inlet 322 ofair intake system 160 are positioned laterally outside of a lateralextent (w1) of power source 130 and CVT unit 140 and within a lateralextent (w2) of vehicle 100. As represented in FIG. 10A, air inlet 172 ofair intake system 134 is positioned to a first lateral side of CVThousing 342 of CVT unit 140 and air inlet 322 of air intake system 160is positioned to a second lateral side of CVT housing 342 of CVT unit140.

Referring to FIG. 6, skid plate 438 may further include openings in oneor both of regions 440 and 442. These openings facilitate the movementof air through radiator 444 (see FIG. 3). As shown in FIG. 3, the flowof air 446 enters through a front grill in vehicle 100, passes throughradiator 444 taking on heat, and then flows downward through one or bothof regions 440 and 442 and underneath vehicle 100. The flow of air 446is directed away from operator area 212.

Referring to FIGS. 28-30, shiftable transmission 144 and rear drive unit148 are provided within a common housing 460 (see FIG. 30). A housing462 of power source 130 is coupled to housing 460 and is overallreferred to as unit 482. Referring to FIGS. 37-40, the connection ofhousing 460 and housing 462 is shown.

Referring to FIG. 37, housing 460 is coupled to housing 462 through aspacer 484. As explained herein, spacer 484 is coupled to each ofhousing 460 and housing 462 through a plurality of fasteners. In oneembodiment, spacer 484 is a cast piece. In one embodiment, spacer 484maintains the centerline distance between the output shaft 138 of powersource 130 and the input shaft 142 of shiftable transmission 144. When adifferent power source 130 or shiftable transmission 144 is provided forvehicle 100, a different spacer 484 may be used to maintain thecenterline distance between the output shaft 138 of power source 130 andthe input shaft 142 of shiftable transmission 144.

Referring to FIG. 37A, spacer 484 is represented. Spacer 484 includes afirst portion 483 which is sized and arranged to couple to attachmentfeatures of housing 462 and a second portion 485 which is sized andarranged to couple to attachment features of common housing 460.Referring to FIG. 37B, another version of spacer 484 is represented,spacer 484′. Spacer 484′ includes a first portion 486 which is sized andarranged to couple to attachment features of a housing 462′ whichdiffers from housing 462. In one embodiment, the difference betweenhousing 462′ and housing 462 is due to the changes in the power source130. Spacer 484′ also includes a second portion 487 which is sized andarranged to couple to attachment features of a housing 460′ whichdiffers from common housing 460. In one embodiment, the differencebetween housing 460′ and common housing 460 is due to the changes in theshiftable transmission 144. By simply changing the spacer 484, variouscombinations of power source 130 and shiftable transmission 144 may beassembled. As shown in Table I, various spacers 484 may be used to formvarious combinations of power source 130 and shiftable transmission 144.

TABLE I Spacer (1^(st) portion, 2^(nd) portion) Power Source HousingTransmission Housing 484 462 460 (483, 485) 484′ 462′ 460′ (486, 487)484″ 462 460′ (483, 487) 484′″ 462′ 460 (486, 485)

Referring to FIG. 38, the connection between housing 460 and spacer 484is shown. As shown in FIG. 38, housing 460 includes attachment features488 and 490. Each set of attachment features 488 and 490 includeopenings which receive a bolt 492. Second portion 485 of spacer 484 alsoincludes openings which receive bolt 492. Bolt 492 is secured in placewith threaded nuts 494 which threadably couple to bolt 492. In oneembodiment, other suitable fasteners or mating components are providedto couple second portion 485 of spacer 484 to housing 460.

In the illustrated embodiment, adjusters 496 are also included.Adjusters 496 includes a first member 497 having an opening to receivebolt 492 and a threaded exterior surface and a second member 498 havingan opening to receive bolt 492 and an interior threaded surface which isthreadably engaged with the threaded exterior surface of first member497. A first end of first member 497 contacts a bushing 495 coupled tosecond portion 485 of spacer 484 and a second end of first member 497contacts the head of bolt 492. The first end of first member 497 isthreadably received in the opening of attachment features 488. Secondmember 498 contacts an outer surface 499 of attachment features 488. Inone embodiment, second member 498 is a locking nut. With thisarrangement, first member 497 is generally in contact with outer surface499 of spacer 484 and removes any bending stress from attachmentfeatures 488.

Referring to FIG. 39, the connections between housing 462 and firstportion 483 of spacer 484 are generally the same as the connectionsbetween housing 460 and second portion 485 of spacer 484. However, asshown in FIG. 40, the upper connection between housing 462 and firstportion 483 of spacer 484 does not include a threaded nut 494. Rather,bolt 492C is directly threaded into a bore 501 of housing 462. The bore501 of housing 462 is plugged at its end with a plug 503. Plug 503prevents fluid from being communicated from an interior of housing 462.

Spacer 484 connects housing 460 and housing 462 together independent ofthe connection between output shaft 138 of power source 130 and inputshaft 142 of shiftable transmission 144. Neither of output shaft 138 ofpower source 130 nor input shaft 142 of CVT unit 140 pass through spacer484.

Spacer 484 connects housing 460 and housing 462 together to form unit482. As explained herein unit 482 is supported relative to frame 112through three connections, one relative to housing 460 and two relativeto housing 462. Each of housing 460 and housing 462 includes at leastone connection, but less than three connections. In one embodiment, oneor both of housing 460 and housing 462 includes at least threeconnections to frame 112.

In the illustrated embodiment, a single rear connection 450 and a pairof front connections 452 are provided. Housing 462 of power source 130is coupled to brackets 456 of support member 454. In the illustratedembodiment, support member 454 is cylindrical member having brackets 456welded thereto. Power source 130 is coupled to brackets 456 throughfasteners. Support member 454 is coupled to frame 112 through couplingmembers 464 (see FIG. 29). In a similar manner, housing 460 is coupledto frame 112 through a coupling member 464 (see FIG. 30).

Each coupling member 464 includes a first base portion 466, a secondbase portion 468, and a connecting portion 470. Referring to FIG. 29, inthe case of front connection points 452, first base portion 466 ofcoupling members 464 is coupled to frame 112 and second base portion 468is coupled to the ends of support member 454. Connecting portion 470couples first base portion 466 to second base portion 468. Connectingportion 470 is an elastomer or other type of material which permitssecond base portion 468 to move relative to first base portion 466generally along its axis, but to generally maintain the position ofsecond base portion 468 relative to first base portion 466 in radialdirections. Additional details regarding coupling members 464 areprovided in U.S. patent application Ser. No. 11/494,891, titledSIDE-BY-SIDE ATV, docket PLR-06-1688.01P, the disclosure of which isexpressly incorporated by reference herein. Referring to FIG. 30, abracket 474 is coupled to housing 460 and a bracket 478 is coupled to arear frame member 480 of rear frame portion 254 of frame 112. Bracket474 and bracket 478 are secured to housing 460 and rear frame member 480through respective fasteners. First base portion 466 of coupling members464 is coupled to bracket 478 through fasteners and second base portion468 of coupling members 464 is coupled to bracket 474 through fastener476.

Referring to FIG. 28, distance 520 represents the longitudinal extent ofthe mounting connections for power source 130, shiftable transmission144, and rear drive unit 148. The dashed lines pass through the centerof the respective coupling members 464. Distance 522 represents thelongitudinal extent of rear independent suspensions 116. Line 524 passesthrough the pivot axis of radius arms 526 of rear independentsuspensions 116. Line 528 passes through the center of control arms 530and 532. As shown in FIG. 28, in the illustrated embodiment thelongitudinal extent of the mounting locations for power source 130,shiftable transmission 144, and rear drive unit 148 is completelycontained within the longitudinal extent of rear independent suspensions116.

Further, in the illustrated embodiment the power source 130, shiftabletransmission 144, and CVT unit 140 are positioned completely behindseating 211. In addition, in the illustrated embodiment output shaft 138of power source 130 and output shaft 142 of CVT unit 140 both areoriented along a lateral extent of vehicle 100. Further, the half shafts150 extending from rear drive unit 148 are laterally extending. Thisarrangement eliminates the need for any right angle drives between powersource 130 and the wheels 104 of rear axle 110. This reduces the widthof rear drive unit 148 which permits the use of longer half shafts 150which in turn permits greater suspension travel for rear suspensions116. A right angle drive is included to connect front drive unit 154 toshiftable transmission 144 through output shaft 152.

Referring to FIG. 31, rear independent suspensions 116 includes radiusarms 526, control arms 530 and control arms 532. Radius arms 526 arerotatably coupled to frame 112 about line 524 in directions 530 and 532.In one embodiment, radius arms 526 are coupled to frame 112 throughspherical bearings. As shown in FIG. 31, line 524 is positioned belowthe seating region of operator area 212. A rear portion 534 of radiusarms 526 is coupled to a bearing carrier 536. In the illustratedembodiment, bearing carrier 536 is fixed relative to radius arms 526.Bearing carrier 536 includes an opening 538 through which one of thehalf shafts 150 is coupled to wheels 104.

Bearing carrier 536 is also coupled to one of control arms 530 and oneof control arms 532. In the illustrated embodiment, control arms 530 andcontrol arms 532 are rotatably coupled to bearing carrier 536 about axis540 and axis 542, respectively. Referring to FIG. 32, control arms 530and control arms 532 are further rotatably coupled to a support member550 of frame 112 which is coupled to rear frame member 480 of frame 112.As illustrated in FIG. 32, control arms 530 and control arms 532 arecoupled to the end of frame 112. By configuring rear independentsuspensions 116 such that control arms 530 and control arms 532 may becoupled to the end of frame 112, an overall length of frame 112 may bereduced.

Further, referring to FIG. 8, by configuring rear independentsuspensions 116 such that control arms 530 and control arms 532 may becoupled to the end of frame 112, the pivot axis of control arms 530 andcontrol arms 532 relative to frame 112 may be positioned laterallywithin an envelope 533 of rear drive unit 148.

Returning to FIG. 31, a dampening member 560 is rotatably coupled toradius arms 526 and to an upper portion of frame 112. Dampening member560 is rotatably coupled to radius arms 526 and to frame 112. Referringto FIG. 6, radius arms 526 generally angle outwards from verticalcenterline plane 122. This arrangement of radius arms 526 accommodates alonger dampening member 560 and a more progressive suspension 116. Inthe illustrated embodiment, dampening member 560 is a shock.

As illustrated in FIG. 31, dampening member 560 is angled forward byhaving the connection point of dampening member 560 to frame 112 beingforward of the connection point of dampening member 560 to radius arms526. By angling dampening member 560 forward area is provided rearwardof dampening member 560 to mount additional components. Exemplarycomponents include portions of exhaust system 136, such as muffler 120,and portions of air intake system 134, such as airbox 180. In oneembodiment, dampening member 560 is angled forward by about 20 degrees,as represented by angle 562.

As illustrated in FIG. 32, dampening member 560 is angled inward byhaving the connection point of dampening member 560 to frame 112 beinginward of the connection point of dampening member 560 to radius arms526. By angling dampening member 560 inward suspension 116 has aprogressive motion ratio relative to wheel travel. In one embodiment,dampening member 560 is angled inward by about 15 degrees, asrepresented by angle 564.

The angling of dampening member 560 both forward and inward causes thetop of dampening member 560 to tilt towards a rotation axis 650 (seeFIG. 28 for passenger side suspension). Rotation axis 650 passes throughthe connection of radius arms 526 and frame 112 and the connection pointof control arms 530. From a top view (see FIG. 28) a centerline axis 652of dampening member 560 is angled relative to axis 650. FIG. 28 showstop view projections of both axis 650 and axis 652 on a horizontalplane. Axis 652 makes an angle 654 with a normal 656 of axis 650. In oneembodiment, angle 654 has a value of about 30 degrees. In oneembodiment, angle 654 has a value of up to about 30 degrees. In oneembodiment, angle 654 has a value of up to about 20 degrees. In oneembodiment, angle 654 has a value of up to about 10 degrees. In oneembodiment, angle 654 has a value in the range of about 10 degrees andabout 30 degrees. In one embodiment, angle 654 has a value of about 0degrees.

The position of dampening member 560 relative to axis 650 results inrear suspension 116 having a progressive motion ratio, in theillustrated embodiment. The motion ratio is defined as the derivative ofthe dampening member travel to the wheel travel (change in dampeningmember travel over change in wheel travel). A progressive motion ratioexhibits a higher change in dampening member travel at a higher changein wheel travel. An exemplary plot of the motion ratio for theillustrated embodiment, is provided in FIG. 43.

The progressive nature of suspension 116 results in vehicle 100 beingsofter at normal ride heights and stiffer when suspension 116 iscompressed. In one embodiment, the motion ratio for suspension 116 is inthe range of about 0.5 to about 0.7. In one embodiment, the motion ratiofor suspension 116 is in the range of about 0.6 to about 0.8. In oneembodiment, the motion ratio for suspension 116 is in the range of about0.5 to about 0.8. In one embodiment, the motion ratio for suspension 116is in the range of about 0.52 to about 0.59.

As shown in FIG. 8, control arm 530 is longer than control arm 532. Thisresults in a camber angle change as the wheel moves upward.

Referring to FIG. 15, body panel 236 includes a fender portion 552 whichhas an opening 554 therein. The fender portion 552 assists in keepingmud off of the occupants of operator area 212. Opening 554 receives airgenerally while vehicle 100 is traveling in a forward direction. The airgenerally impinges on surface 556 and is directed towards opening 554.The air passes through opening 554 and flows around dampening member 560to remove heat from dampening member 560. Dampening member 560 isgenerally positioned proximate to opening 554.

Returning to FIGS. 31 and 33, radius arm 526A and radius arm 526B arecoupled together through a sway bar 570. Sway bar 570 is rotatablycoupled to frame 112. Sway bar 570 is further rotatably coupled toradius arm 526A and radius arm 526B through link 572A and link 572B,respectively. As shown in FIG. 28, sway bar 570 is coupled to frame 112at a location longitudinally forward of power source 130. Sway bar 570operates to tie rear suspension 116A to rear suspension 116B while stillpermitting the relative movement of radius arm 526A relative to radiusarm 526B due to flexing of the arms of sway bar 570. By placing sway bar570 in front of power source 130, sway bar 570 is closer to the pivotaxis of radius arm 526A and radius arm 526B. This reduces the amount offlexion that sway bar 570 experiences during the operation of vehicle100.

By having sway bar 570 coupled to frame 112 at a location forward ofpower source 130 and the remainder of rear independent suspensions 116not overlapping power source 130, power source 130 may be placed loweron vehicle 100 resulting in a center of gravity 580 (see FIG. 3) of anunloaded vehicle 100 to be lower. In one embodiment, sway bar 570 iscoupled to frame 112 at a location near the longitudinal placement ofcenter of gravity 580. Referring to FIG. 3, center of gravity 580 of anunloaded vehicle 100 is positioned a distance 582 forward of rear axle110 and a distance 586 above the rear axle 110 (a distance 587 above theground). Center of gravity 580 is generally centered close to or onvertical centerline plane 122 of vehicle 100.

In the illustrated embodiment of FIG. 3, distance 584 is 81.5 inches anddistance 582 is about 43% of distance 584 when vehicle 100 is unloaded(Setup 1). The change in the ratio of distance 582 to distance 584 forvarious vehicle setups are provided in Table II for the illustratedembodiment.

TABLE II (Setup 3) (Setup 4) (Setup 1) (Setup 2) Vehicle with 200 poundVehicle with Driver, Vehicle Vehicle with 200 Driver and 200 poundPassenger, and cargo (total unloaded pound Driver Passenger added weight740 pounds) Change in CG — less than 1% 1% 6%

In one embodiment, the center of gravity 580 is generally aligned with astorage location of operator area 212 which reduces an amount ofmovement of the cargo within the storage compartment. In one example,the storage compartment is a cup holder.

The width of suspensions 116 permits an increased ground clearancewithout increasing the height of the center of gravity 580. In oneembodiment, a ground clearance of an unloaded vehicle 100 is at leastabout 10 inches. In one embodiment, the ground clearance of an unloadedvehicle 100 is about 13.5 inches. In one embodiment, the groundclearance of an unloaded vehicle 100 is about 14 inches.

When vehicle 100 is at a normal ride height control arms 530 and controlarms 532 are generally parallel to the ground. With control arms 530 andcontrol arms 532 generally parallel to the ground, the vehicle 100 ismore resistant to vehicle roll.

Referring to FIG. 35, radius arm 526B is shown unassembled from vehicle100. Radius arm 526B includes rear portion 534B, a front portion 590B, aconnecting arm 592B, a connecting arm 594B, a first plate member 596B,and a second plate member 598B (see FIG. 4). Connecting arm 592B andconnecting arm 594B are received in portions of opening 600B and securedthereto. In one embodiment, connecting arm 592B and 594B are welded toopening 600B. In a similar fashion, connecting arm 592B and connectingarm 594B are received in portions of rear portion 534B and securedthereto. In one embodiment, connecting arm 592B and 594B are welded torear portion 534B. First plate member 596B and second plate member 598Bare secured to connecting arm 592B and connecting arm 594B. In oneembodiment, first plate member 596B and second plate member 598B arewelded to connecting arm 592B and connecting arm 594B.

Front portion 590B is the portion of radius arm 526B which is rotatablycoupled to frame 112 at line 524. Front portion 590B includes an opening600B which receives a fastener as does opening 601B of frame 112 tocouple radius arm 526B to frame 112. In one embodiment, a bearing isprovided in opening 600B. First plate member 596B includes an opening602B which receives a fastener as does opening 603B of link 572B tomoveably couple radius arm 526B to sway bar 570 through link 572B. Inone embodiment, a bearing is carried by link 572B. First plate member596B includes an opening 604B which receives a fastener as does opening605B of dampening member 560B to moveably couple radius arm 526B todampening member 560B. In one embodiment, a bearing is carried bydampening member 560B.

Rear portion 534B includes openings 608B-614B which align with openings618B-624B of bearing carrier 536B. Fasteners are used to couple rearportion 534B to bearing carrier 536B such that rear portion 534B isgenerally not moveable relative to bearing carrier 536B.

Rear portion 534B includes an open end 606B. Referring to FIG. 36,openings 608B and 610B are generally positioned to a rear side of driveshaft 150B and openings 612B and 614B are generally positioned to afront side of drive shaft 150B. By having rear portion 534B include openend 606B, it is possible to remove radius arm 526B from vehicle 100without uncoupling drive shaft 150B from either wheels 104 or rear driveunit 148. To remove radius arm 526B from vehicle 100, the fastenerscoupling rear portion 534B to bearing carrier 536B are removed. Frontportion 590B is uncoupled from frame 112. First plate member 596B isuncoupled from link 572B and dampening member 560B. Radius arm 526B maythen be translated in direction 630 allowing drive shaft 150B to passthrough open end 606B.

Further, bearing carrier 536B does not need to be removed to removeradius arm 526B. In addition, bearing carrier 536B may be made of alighter material than radius arm 526B. In one embodiment, bearingcarrier 536 is made of aluminum.

Referring to FIG. 5, tires 106 defines an outer envelope of vehicle 100.Tires 106 of front axle 108 are generally the first part of vehicle 100to contact an obstacle. As such, vehicle 100 is able to travel up fairlysteep grades and to maneuver over large obstacles. In one embodiment, alateral width of vehicle 100 from the outside of a first tire 106 to theoutside of a second tire 106 on the opposite side of vehicle 100 isabout 64 inches. Further, by having tires 106 define the outer envelopeof vehicle 100 the additional weight of an operator, a passenger, andcargo in cargo bed 234 does not generally affect the ride of vehicle 100because the additional weight is within the front axle 108 and rear axle110 of vehicle 100. In the illustrated embodiment, a wheel base ofvehicle 100 is about 81 inches and a length of vehicle is about 106inches resulting in the ratio of the wheelbase to vehicle length beingabout 76%.

In one embodiment, vehicle 100 includes light emitting diode headlights640A, 640B (see FIG. 7) and light emitting diode taillights 642A, 642B(see FIG. 8).

In one embodiment, vehicle 100 includes a network operatively connectingvarious components together. In one embodiment, the network is a CANnetwork. Exemplary CAN networks and vehicle components are disclosed inUS Published Patent Application No. US20100090797, titled VEHICLESECURITY SYSTEM, docket PLR-00-22557.01P; U.S. patent application Ser.No. 12/816,004, titled ELECTRIC VEHICLE, docket PLR-06-23794.03P; andU.S. patent application Ser. No. 11/218,163, titled CONTROLLER AREANETWORK BASED SELF-CONFIGURING VEHICLE MANAGEMENT SYSTEM AND METHOD,docket PLR-00TC-697.01P, the disclosures of which are expresslyincorporated by reference.

Referring to FIGS. 44 and 45, in one embodiment, a parking brake 670 ofvehicle 100 is coupled to a shaft 680 of shiftable transmission 144prior to rear drive 148. In one embodiment, a rotor 672 of parking brake670 is coupled to the shaft 680 of shiftable transmission 144 on a rightside of shiftable transmission 144 and a caliper 674 of parking brake670 coupled to housing 460 of shiftable transmission 144.

Placing parking brake 670 on the shaft 680 of shiftable transmission 144increases the life span of parking brake 670. Further, the amount ofbraking force is reduced due to the increased mechanical advantage ofcoupling the parking brake 670 to the shaft 680 of shiftabletransmission 144 as compared to a drive shaft 152 (see FIG. 9) ofvehicle 100. In one embodiment, parking brake 670 may also be used fordynamic braking in addition to being a parking brake.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1-18. (canceled)
 19. A vehicle, comprising: a frame; a plurality ofground engaging members supporting the frame; an internal combustionpower source supported by the frame and operatively coupled to at leastone of the plurality of ground engaging members to propel the vehicle; aCVT supported by the frame, the CVT including a drive member, a drivenmember operatively coupled to the drive member, the drive member isoperatively coupled to an output shaft of the internal combustion powersource, the drive member is operatively coupled to the at least one ofthe plurality of ground engaging members through the driven member, thedriven member being completely longitudinally rearward of the drivemember; an operator area supported by the frame, the operator areaincluding seating and operator controls, the seating including a driverseat and a passenger seat positioned in a side-by-side arrangement, theplurality of ground engaging members including a first ground engagingmember and a second ground engaging member both positioned rearward ofthe seating and a third ground engaging member and a fourth groundengaging member both positioned forward of the seating, the operatorcontrols including a steering wheel operatively coupled to the thirdground engaging member and the fourth ground engaging member, thesteering wheel being positioned directly forward of the driver seat andto a first side of a vehicle longitudinal centerline plane; a fuel tankpositioned longitudinally in line with the passenger seat, a front wallof the fuel tank positioned completely forward of a rearward most extentof the seating, a top wall of the fuel tank positioned vertically offsetfrom a seat bottom of the passenger seat, the fuel tank beingoperatively coupled to the internal combustion power source to providefuel to the internal combustion power source; a shiftable transmissionsupported by the frame and positioned rearward of the operator area, theshiftable transmission being operatively coupled to the internalcombustion power source; a cargo carrying portion supported by the frameand positioned rearward of the seating, the cargo carrying portionincluding a cargo bed having a floor and a plurality of walls extendingabove the floor, the floor of the cargo carrying portion beingpositioned above the internal combustion power source, the CVT, and theshiftable transmission; a first half shaft operatively coupled to theshiftable transmission and the first ground engaging member to transferpower received from the internal combustion power source to the firstground engaging member through the shiftable transmission; a second halfshaft operatively coupled to the shiftable transmission and the secondground engaging member to transfer power received from the internalcombustion power source to the second ground engaging member through theshiftable transmission; a third half shaft coupled to the shiftabletransmission and the third ground engaging member to transfer powerreceived from the internal combustion power source to the third groundengaging member through the shiftable transmission; a fourth half shaftcoupled to the shiftable transmission and the fourth ground engagingmember to transfer power received from the internal combustion powersource to the fourth ground engaging member through the shiftabletransmission; and a first rear suspension including a first plurality ofsuspension arms moveably coupling the first ground engaging member tothe frame, the first rear suspension including a first suspension arm ofthe first plurality of suspension arms of the first rear suspensionextending along a longitudinal direction of the vehicle, the firstsuspension arm of the first plurality of suspension arms of the firstrear suspension having a forward portion rotatably coupled to the framethrough a first connection and a rearward portion coupled to the firstground engaging member, the first connection being positioned completelyrearward of a forward most extent of the seating, completely forward ofthe first ground engaging member, and completely forward of a rearwardmost extent of the seating; a first dampening member having a lowerportion and an upper portion, the lower portion of the first dampeningmember being moveably coupled to the first suspension arm of the firstplurality of suspension arms of the first rear suspension through asecond connection positioned completely forward of the first half shaft,the upper portion of the first dampening member being moveably coupledto the frame independent of the first suspension arm of the firstplurality of suspension arms of the first rear suspension through athird connection positioned forward of the second connection, the secondconnection being positioned completely rearward of the first connection;a second suspension arm of the first plurality of suspension arms of thefirst rear suspension, the second suspension arm of the first pluralityof suspension arms of the first rear suspension being positionedcompletely rearward of the first half shaft, being moveably coupled tothe frame independent of the first suspension arm of the first pluralityof suspension arms of the first rear suspension through a fourthconnection, and being moveably coupled to the first ground engagingmember; and a third suspension arm of the first plurality of suspensionarms of the first rear suspension, the third suspension arm of the firstplurality of suspension arms of the first rear suspension beingpositioned completely rearward of the first half shaft, being moveablycoupled to the frame independent of both the first suspension arm of thefirst plurality of suspension arms of the first rear suspension and thesecond suspension arm of the first plurality of suspension arms of thefirst rear suspension through a fifth connection, and being moveablycoupled to the first ground engaging member independent of the secondsuspension arm of the first plurality of suspension arms of the firstrear suspension; and a second rear suspension including a secondplurality of suspension arms moveably coupling the second groundengaging member to the frame, the second rear suspension including afirst suspension arm of the second plurality of suspension arms of thesecond rear suspension extending along a longitudinal direction of thevehicle, the first suspension arm of the second plurality of suspensionarms of the second rear suspension having a forward portion rotatablycoupled to the frame through a sixth connection and a rearward portioncoupled to the second ground engaging member, the sixth connection beingpositioned completely rearward of a forward most extent of the seating,completely forward of the second ground engaging member, and completelyforward of a rearward most extent of the seating; a second dampeningmember having a lower portion and an upper portion, the lower portion ofthe second dampening member being moveably coupled to the firstsuspension arm of the second plurality of suspension arms of the secondrear suspension through a seventh connection positioned completelyforward of the second half shaft, the upper portion of the firstdampening member being moveably coupled to the frame independent of thefirst suspension arm of the second plurality of suspension arms of thesecond rear suspension through an eighth connection positioned forwardof the seventh connection, the seventh connection being positionedcompletely rearward of the sixth connection; a second suspension arm ofthe second plurality of suspension arms of the second rear suspension,the second suspension arm of the second plurality of suspension arms ofthe second rear suspension being positioned completely rearward of thesecond half shaft, being moveably coupled to the frame independent ofthe first suspension arm of the second plurality of suspension arms ofthe second rear suspension through a ninth connection, and beingmoveably coupled to the second ground engaging member; and a thirdsuspension arm of the second plurality of suspension arms of the secondrear suspension, the third suspension arm of the second plurality ofsuspension arms of the second rear suspension being positionedcompletely rearward of the second half shaft, being moveably coupled tothe frame independent of both the first suspension arm of the secondplurality of suspension arms of the second rear suspension and thesecond suspension arm of the second plurality of suspension arms of thesecond rear suspension through a tenth connection, and being moveablycoupled to the second ground engaging member independent of the secondsuspension arm of the second plurality of suspension arms of the secondrear suspension; a first front suspension moveably coupling the thirdground engaging member to the frame, the first front suspensionincluding a first A-arm of the first front suspension rotatably coupledto the frame and to the third ground engaging member; and a thirddampening member including a lower end and an upper end, the lower endbeing moveably coupled to the first A-arm of the first front suspensionand the upper end being moveably coupled to the frame independent of thefirst A-arm of the first front suspension; and a second front suspensionmoveably coupling the fourth ground engaging member to the frame, thesecond front suspension including a first A-arm of the second frontsuspension rotatably coupled to the frame and to the fourth groundengaging member; and a fourth dampening member including a lower end andan upper end, the lower end being moveably coupled to the second A-armof the second front suspension and the upper end being moveably coupledto the frame independent of the second A-arm of the second frontsuspension; wherein the CVT and the internal combustion power source areboth positioned completely rearward of the seat bottom of the passengerseat, the first suspension arm of the first plurality of suspension armsof the first rear suspension being moveable relative to the firstsuspension arm of the second plurality of suspension arms of the secondrear suspension and relative to the shiftable transmission, the firstsuspension arm of the second plurality of suspension arms of the secondrear suspension being moveable relative to the shiftable transmission.20. The vehicle of claim 19, wherein the second suspension arm of thefirst plurality of suspension arms of the first rear suspension iscompletely vertically lower relative to the third suspension arm of thefirst plurality of suspension arms of the first rear suspension and thefourth connection is located closer to the vehicle longitudinalcenterline plane than the fifth connection and wherein the secondsuspension arm of the second plurality of suspension arms of the secondrear suspension is completely vertically lower relative to the thirdsuspension arm of the second plurality of suspension arms of the secondrear suspension and the ninth connection is located closer to thevehicle longitudinal centerline plane than the tenth connection.
 21. Thevehicle of claim 20, wherein the first rear suspension further includesa fourth suspension arm of the first plurality of suspension arms of thefirst rear suspension, the fourth suspension arm being moveable relativeto the frame and operatively coupled to the first ground engagingmember, the fourth suspension arm extending laterally and being coupledto the frame at a location vertically below the fifth connection of thethird suspension arm of the first plurality of suspension arms of thefirst rear suspension and vertically above the fourth connection of thesecond suspension arm of the first plurality of suspension arms of thefirst rear suspension.
 22. The vehicle of claim 21, wherein the fourthsuspension arm of the first plurality of suspension arms of the firstrear suspension extends towards the vertical longitudinal centerlineplane closer than the fourth connection of the second suspension arm ofthe first plurality of suspension arms of the first rear suspension andcloser than the fifth connection of the third suspension arm of thefirst plurality of suspension arms of the first rear suspension.
 23. Thevehicle of claim 22, wherein the fourth suspension arm of the firstplurality of suspension arms of the first rear suspension extends acrossthe vertical longitudinal centerline plane and is a sway bar.
 24. Thevehicle of claim 22, wherein the second suspension arm of the firstplurality of suspension arms of the first rear suspension isnon-parallel relative to the third suspension arm of the first pluralityof suspension arms of the first rear suspension when viewed from a topview above the first rear suspension.
 25. The vehicle of claim 22,wherein the frame includes a first frame member having a plurality ofopenings, the first frame member spans the vehicle longitudinalcenterline plane, each of the fourth connection, the fifth connection,the ninth connection, and the tenth connection includes an elongatedfastener which passes through a respective one of the plurality ofopenings of the first frame member and wherein the elongated fastener ofthe fourth connection passes through an opening in the second suspensionarm of the first plurality of suspension arms of the first rearsuspension, the elongated fastener of the fifth connection passesthrough an opening in the third suspension arm of the first plurality ofsuspension arms of the first rear suspension, the elongated fastener ofthe ninth connection passes through an opening in the second suspensionarm of the second plurality of suspension arms of the second rearsuspension, the elongated fastener of the tenth connection passesthrough an opening in the third suspension arm of the second pluralityof suspension arms of the second rear suspension.
 26. The vehicle ofclaim 25, wherein the second suspension arm of the first plurality ofsuspension arms of the first rear suspension is moveably coupled to thefirst ground engaging member through an eleventh connection, the thirdsuspension arm of the first plurality of suspension arms of the firstrear suspension is moveably coupled to the first ground engaging memberthrough a twelfth connection, and the fourth suspension arm of the firstplurality of suspension arms of the first rear suspension is moveablycoupled to the first ground engaging member through a thirteenthconnection, the twelfth connection being independent of the eleventhconnection, the thirteenth connection being independent of the eleventhconnection, and the thirteenth connection being independent of thetwelfth connection.
 27. The vehicle of claim 25, wherein the eleventhconnection includes a first elongated fastener which passes through asecond opening in the second suspension arm of the first plurality ofsuspension arms of the first rear suspension and the twelfth connectionincludes a first elongated fastener which passes through a secondopening in the third suspension arm of the first plurality of suspensionarms of the first rear suspension and wherein the elongated fastener ofthe fourth connection, the elongated fastener of the fifth connection,the elongated fastener of the eleventh connection, and the elongatedfastener of the twelfth connection each have a longitudinally extendingaxis.
 28. The vehicle of claim 27, wherein both the eleventh connectionand the twelfth connection are positioned laterally to a first side ofthe thirteenth connection.
 29. The vehicle of claim 25, wherein both theeleventh connection and the twelfth connection are positioned laterallyto a first side of the thirteenth connection.
 30. The vehicle of claim29, wherein the first half shaft is positioned vertically lower than thethird suspension arm and the first half shaft is positioned verticallyhigher than the second suspension arm.
 31. The vehicle of claim 25,wherein both the eleventh connection and the twelfth connection arepositioned laterally to a first side of the second connection.
 32. Thevehicle of claim 19, wherein a boundary around the internal combustionengine, the CVT, and the shiftable transmission includes the firstsuspension arm of the first plurality of suspension arms of the firstrear suspension on the first side of the vehicle longitudinal centerlineplane; the first suspension arm of the second plurality of suspensionarms of the second rear suspension on the second side of the vehiclelongitudinal centerline plane; the first connection of the firstsuspension arm of the first plurality of suspension arms of the firstrear suspension forward of the internal combustion engine, the CVT, andthe shiftable transmission; and the second suspension arm of the firstplurality of suspension arms of the first rear suspension and the secondsuspension arm of the second plurality of suspension arms of the secondrear suspension rearward of the internal combustion engine, the CVT, andthe shiftable transmission.
 33. The vehicle of claim 32, furthercomprising a front drive shaft which is operatively coupled to theinternal combustion power source and transfers power to the third halfshaft and the fourth half shaft, the front drive shaft extending fromwithin the boundary to outside of the boundary.
 34. The vehicle of claim19, wherein a boundary around the internal combustion engine, the CVT,and the shiftable transmission includes the first suspension arm of thefirst plurality of suspension arms of the first rear suspension on thefirst side of the vehicle longitudinal centerline plane; the firstsuspension arm of the second plurality of suspension arms of the secondrear suspension on the second side of the vehicle longitudinalcenterline plane; a sway bar coupled to the first rear suspension and tothe second rear suspension forward of the internal combustion engine,the CVT, and the shiftable transmission; and the second suspension armof the first plurality of suspension arms of the first rear suspensionand the second suspension arm of the second plurality of suspension armsof the second rear suspension rearward of the internal combustionengine, the CVT, and the shiftable transmission.
 35. The vehicle ofclaim 34, further comprising a front drive shaft which is operativelycoupled to the internal combustion power source and transfers power tothe third half shaft and the fourth half shaft, the front drive shaftextending from within the boundary to outside of the boundary.